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To save Ernie scratching his head for more clues I am going to jump in. The clincher for me was the F 104 reference. The answer is

Robert Lusser

Robert Lusser (19 April 1899 - 19 January 1969) was a German engineer, aircraft designer and aviator. He is remembered both for several well-known Messerschmitt and Heinkel designs during World War II, and after the war for his theoretical study of the reliability of complex systems. In the post-war era, Lusser also pioneered the development of modern ski bindings, introducing the first teflon anti-friction pads to improve release.
He was born in Ulm. As a pilot, Lusser won the International Light Aircraft Contest in France in 1928. Next he participated in three out of four FAI International Tourist Plane Contests, flying Klemm aircraft, and completed all three taking quite high places (Challenge 1929: 4th, Challenge 1930: 13th, and Challenge 1932: 10th).[1] In August 1930 he was 3rd in the handicapped race Giro Aereo d'Italia in Italy.[2]
Lusser's first jobs were with the Klemm and Heinkel companies, before joining the newly-relaunched Bayerische Flugzeugwerke (Bavarian Aircraft Works, later Messerschmitt) in 1933. There, he assisted Willy Messerschmitt with his design for a touring aircraft, the Messerschmitt M37. This was later put into production as the Messerschmitt Bf 108, and formed the basis for the company's best known product, the Bf 109fighter aircraft. By 1934, Lusser was head of Messerschmitt's design bureau and in charge of the Bf 110 heavy fighter project.
Lusser stayed with the company until 1938, when he returned to Heinkel. There, he led the design of two highly sophisticated aircraft that would never reach their full potential - the He 280 and the He 219. The He 280 was the first jet fighter to leave the drawing board, but which the RLM (Reichsluftfahrtministerium - "Reich Aviation Ministry") passed over in favour of the Messerschmitt Me 262. The He 219 was an advanced night-fighter design that was rejected by the RLM in August 1941 as being too complex to order into production because of its many innovations. Ernst Heinkel immediately dismissed Lusser and resubmitted a simplified design that eventually saw limited production.
From Heinkel, Lusser went to Fieseler, and there became involved with the company's efforts to produce a pilotless aircraft, initially designated the Fi 103. This was a collaborative effort between the company and engine manufacturer Argus, who were developing a pulsejet. Lusser worked with Argus engineer Fritz Gosslau to refine the design. The project was an initiative of the two companies, begun by Argus as early as 1934, and received little official interest until Erhard Milch recognised its potential in 1942 and assigned it high priority. Nazi propaganda would soon dub this flying bomb the V1, (Vergeltungswaffe - "revenge weapon"). It was a design competing with Wernher von Braun' s "V2" vertical takeoff rocket. Despite initial demonstrations before Luftwaffe made the V2 look more reliable, it was decided both designs should proceed into production. Lusser and von Braun were rivals, and even later their relationship was never frictionless. Near

Like many important German engineers, Lusser was brought to the United States after the end of World War II. There, he worked for the Navy, the Jet Propulsion Laboratory, and in 1953, re-joined von Braun's rocketry team at Huntsville, Alabama. During his six years there, he formalised his theories of reliability, which focus on the contribution that the reliability of each part makes to the reliability of an overall system. This is now known as Lusser's Law. Based on these calculations, he was to pronounce that von Braun's ambitions of reaching the Moon and Mars were doomed to failure because of the complexity of the spacecraft required.
He returned to Germany, and to the Messerschmitt company, by then, Messerschmitt-Bφlkow. His alarming reliability study of the adaptations that the company was making to the F-104 Starfighter that it was building under licence soon turned out to be tragically correct.
In 1961 he ruptured his achilles tendon while testing his ski's cable bindings in his hotel room at Saas-Fee. He decided to attack the binding problem, developing the first bindings that gripped the toe of the boot, rather than the flange projecting from the front of the sole at the toe. This allowed the toe binding to release in any direction. In 1963 he quit his job at Messerschmitt to start the Lusser Binding Company.[3] This was a major brand until his death in 1969. He died on 19 January 1969 in Munich.

Quite a story, no?

Now I've got to figure out a question. Not sure there's much more to ask!!!

To save Ernie scratching his head for more clues I am going to jump in. The clincher for me was the F 104 reference. The answer is

Robert Lusser

Robert Lusser (19 April 1899 - 19 January 1969) was a German engineer, aircraft designer and aviator. He is remembered both for several well-known Messerschmitt and Heinkel designs during World War II, and after the war for his theoretical study of the reliability of complex systems. In the post-war era, Lusser also pioneered the development of modern ski bindings, introducing the first teflon anti-friction pads to improve release.
He was born in Ulm. As a pilot, Lusser won the International Light Aircraft Contest in France in 1928. Next he participated in three out of four FAI International Tourist Plane Contests, flying Klemm aircraft, and completed all three taking quite high places (Challenge 1929: 4th, Challenge 1930: 13th, and Challenge 1932: 10th).[1] In August 1930 he was 3rd in the handicapped race Giro Aereo d'Italia in Italy.[2]
Lusser's first jobs were with the Klemm and Heinkel companies, before joining the newly-relaunched Bayerische Flugzeugwerke (Bavarian Aircraft Works, later Messerschmitt) in 1933. There, he assisted Willy Messerschmitt with his design for a touring aircraft, the Messerschmitt M37. This was later put into production as the Messerschmitt Bf 108, and formed the basis for the company's best known product, the Bf 109fighter aircraft. By 1934, Lusser was head of Messerschmitt's design bureau and in charge of the Bf 110 heavy fighter project.
Lusser stayed with the company until 1938, when he returned to Heinkel. There, he led the design of two highly sophisticated aircraft that would never reach their full potential - the He 280 and the He 219. The He 280 was the first jet fighter to leave the drawing board, but which the RLM (Reichsluftfahrtministerium - "Reich Aviation Ministry") passed over in favour of the Messerschmitt Me 262. The He 219 was an advanced night-fighter design that was rejected by the RLM in August 1941 as being too complex to order into production because of its many innovations. Ernst Heinkel immediately dismissed Lusser and resubmitted a simplified design that eventually saw limited production.
From Heinkel, Lusser went to Fieseler, and there became involved with the company's efforts to produce a pilotless aircraft, initially designated the Fi 103. This was a collaborative effort between the company and engine manufacturer Argus, who were developing a pulsejet. Lusser worked with Argus engineer Fritz Gosslau to refine the design. The project was an initiative of the two companies, begun by Argus as early as 1934, and received little official interest until Erhard Milch recognised its potential in 1942 and assigned it high priority. Nazi propaganda would soon dub this flying bomb the V1, (Vergeltungswaffe - "revenge weapon"). It was a design competing with Wernher von Braun' s "V2" vertical takeoff rocket. Despite initial demonstrations before Luftwaffe made the V2 look more reliable, it was decided both designs should proceed into production. Lusser and von Braun were rivals, and even later their relationship was never frictionless. Near

Like many important German engineers, Lusser was brought to the United States after the end of World War II. There, he worked for the Navy, the Jet Propulsion Laboratory, and in 1953, re-joined von Braun's rocketry team at Huntsville, Alabama. During his six years there, he formalised his theories of reliability, which focus on the contribution that the reliability of each part makes to the reliability of an overall system. This is now known as Lusser's Law. Based on these calculations, he was to pronounce that von Braun's ambitions of reaching the Moon and Mars were doomed to failure because of the complexity of the spacecraft required.
He returned to Germany, and to the Messerschmitt company, by then, Messerschmitt-Bφlkow. His alarming reliability study of the adaptations that the company was making to the F-104 Starfighter that it was building under licence soon turned out to be tragically correct.
In 1961 he ruptured his achilles tendon while testing his ski's cable bindings in his hotel room at Saas-Fee. He decided to attack the binding problem, developing the first bindings that gripped the toe of the boot, rather than the flange projecting from the front of the sole at the toe. This allowed the toe binding to release in any direction. In 1963 he quit his job at Messerschmitt to start the Lusser Binding Company.[3] This was a major brand until his death in 1969. He died on 19 January 1969 in Munich.

Quite a story, no?

Now I've got to figure out a question. Not sure there's much more to ask!!!

Terry

There are many questions yet unasked. And thanks for picking up the conch shell. I wanted to highlight one of the German WWII designers who didn't own his own company. They rarely get any exposure. Thanks; Ernie P.

Ok, guys let's see how this one goes.
1. Single engined.
2. Monoplane.
3. Only 3 prototypes built. Production was cancelled, but not due to any deficiencies of the aircraft.
4. All 3 aircraft survived.
Well, let's see how far this ball rolls.

Not the Tornado.
1. Single engined.
2. Monoplane.
3. Only 3 prototypes built. Production was cancelled, but not due to any deficiencies of the aircraft.
4. All 3 aircraft survived.
5. Designed by a very well known designer.
6. The project was started for a different nation but was cancelled at a very early stage.
Ok , that's it for now..
Thanks,
Zip

The Helwan HA-300 (Arabic: حلوان ٣٠٠‎) was a supersonicjetfighter aircraft developed in Egypt during the 1960s. It was designed by famous German aircraft engineer Willy Messerschmitt.
At various stages, Spain and India were involved in the development program. Spain agreed to finance two projects, the HA-200 and the HA-300, but cancelled financing the HA-300 project when it was just on paper. Then Egypt financed it, and the program transferred to Egypt where every part was built.
At a late stage India financed the Egyptian development of the Egyptian E-300 engine to use it on the Indian fighter jet HF-24 Marut.
The HA-300 was an ambitious project for Egypt, at the time seeking to expand both its civilian and defense aviation industry.
There were three prototypes built before termination of the project in 1969 when the fighter jet was about to enter service.
The first prototype was restored in 1991 and is now in the Deutsches Museum in Munich (Flugwerft Schleiίheim).[1]

After World War II, Willy Messerschmitt was prohibited as a German citizen from undertaking any further research or development related to the German military, including the manufacture of aircraft, until 1955. He therefore moved to Spain where he joined Hispano Aviaciσn and started designing an ultra light fighter aircraft in 1951.[2] The development was very slow and Messerschmitt was only able to build a delta shaped plywood glider without a tail. Towed by a CASA 2.111, the test flight for the glider wasn't completed due to instability and the airplane didn't get airborne. Due to funding problems and the resultant long development time, Spain abandoned the project in 1960.[3]
Egypt then acquired the design. The design team, headed by Messerschmitt, moved to Helwan, Egypt, to continue its work on the HA-300, which now stood for Helwan Aircraft 300.[1]Ferdinand Brandner, an Austrian jet engine expert, was also invited to develop a turbojet for the new fighter. Egypt aimed to produce a lightweight supersonic, single-seat fighter that could join the Egyptian Air Force as an interceptor.[4]HA-300[edit]

Development of the Egyptian HA-300 started in the test facilities and workshops in Factory No. 36 in Helwan, southeast of Cairo, under the supervision of the Egyptian General Aero Organisation (EGAO); officially the program started in 1959.
The first prototype of the HA-300, powered by a 2,200 kgp Orpheus Mk 703-S-10, first flew on 7 March 1964,[5] and achieved Mach 1.13.[6] Egypt sent two Egyptian pilots to India in 1964 to prepare for the HA-300 flight development.[1] It was followed by a second Orpheus-powered prototype which first flew on 22 July 1965. The third and last prototype was fitted with the Egyptian E-300 engine, which it was hoped would make it capable of attaining 12,000 m and Mach 2.0 within 2.5 min of takeoff. This prototype was flight-tested at least once when it achieved a speed of Mach 2.1 with the Egyptian Brandner E-300 engine.
A total of 135 million Egyptian pounds was spent on the development, and the E-300 engine was given to the Indian government for use in the HF-24 Marut fighter.[3]E-300 Engine[edit]

Brandner E-300 engine

Main article: Brandner E-300
The HA-300 was originally designed for the afterburning Orpheus BOR 12 turbojet, but the engine did not achieve the minimum level of success Egypt required in the fighter jet[citation needed]. President Nasser saw from the beginning a major threat to the national security in depending on British engine, because of the hostility that time between Egypt and Great Britain after the 1956 Suez crisis.
The fighter jet was then modified for the Egyptian Brandner E-300 engine, which would have an afterburning rating of 4,800 kgp, which achieved a high level of performance.India also helped in the funding of the Egyptian E-300 jet engine in exchange for using it as a new powerplant for its HF-24 Marut.[1] The E-300 jet engine ran successfully for the first time in July 1963.[3]Termination[edit]

After its defeat in the Six-Day War, Egypt needed most of its military budget for acquiring new tanks, artillery, TU-16 heavy bombers, aircraft and air defenses. Due to this and the Soviet pressure to stop the program to prevent the HA-300 to win the challenge against the Soviet Mig-21[citation needed], the high availability of Russian fighters with Soviet pilots, and the special discounts for arms sales to Egypt, the Egyptian government terminated the project finally in May 1969.[2][4]Survivors[edit]